Parking barrier with accident event logging and self-diagnostic control system

ABSTRACT

A parking area entrance or exit barrier includes a control system which receives inputs from various accessories associated with the operation of the barrier, and which provides control signals to the various accessories of the barrier. One of the accessories includes a sensor attached to the barrier. The sensor senses an accident event, such as contact between the barrier and a vehicle. Whenever an accident event is sensed, the control system creates an accident event log of information concerning the accident event. The accident event log may include video images of the barrier, a position of the barrier, a movement direction and speed of the barrier, and an approximated speed of the vehicle. The control system may also monitor a performance of the various accessories of the barrier and create a performance log relating to any malfunction of the accessories. The performance of the accessories may also indicate tampering or fraudulent activities concerning the parking barrier, such as an attendant stealing parking fees. The accident event log and/or performance log may be transmitted to a central service facility. Further, the central service facility can remotely change operating parameters of the control system.

This application is a divisional of U.S. application Ser. No.10/131,029, filed Apr. 25, 2002, which is a continuation-in-part of U.S.application Ser. No. 09/644,901, filed Aug. 24, 2000, now U.S. Pat. No.6,484,784, issued Nov. 26, 2002, the entire contents of which are herebyincorporated by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a device for controlling and monitoringone or more entrances or exits of one or more controlled parking areas.

2. Description of the Relevant Art

Automated, motor-driven barriers, such as overhead rolling doors orgates, which close access to, and/or exit from, parking areas, arecommon in society. For example, a public parking lot or enclosed parkinggarage usually includes a gate or door (hereinafter collectivelyreferred to as a barrier) at each entrance and at each exit. Typically,the barrier is closed. When a person driving a vehicle desires to enteror exit the parking area, the barrier is opened if certain conditionsare met, e.g., a fee is paid, a valid pass is presented, anidentification is made. Such barriers suffer many drawbacks.

One of these drawback concerns property damage and liability claims,which may occur when a vehicle comes into contact with a barrier. Forexample, it sometimes happens that contact occurs between a vehicle'srooftop, hood or trunk and a lower, leading edge of a barrier. When theparking attendant and/or the authorities arrive at the scene, there islittle or no evidence of what actually caused the accident. Usually,there is only a damaged vehicle sitting under a damaged parking barrier.

When such an event occurs, a typical assertion by the owner of the caris: “I waited until the barrier was completely open. Then, I slowlydrove my car under the barrier, when suddenly the barrier fell onto theroof of my new car causing great damage to my property and my person.You'll hear from my attorney.” Often, the truth of the matter would havebeen more accurately stated: “I had just left a cocktail party, and Iwas running late for a movie. When I saw the parking barrier start toopen, I gunned my car toward the exit. I'm sorry, but I drove into theparking garage's barrier.”

Therefore, there exists a need in the art for a control system for aparking area barrier, which can generate an accident event log. Such anaccident event log could shed light onto the circumstances surroundingaccidents involving parking area barriers and vehicles.

Another drawback concerns diagnosing the operation and performance ofthe parking barrier. Each year, parking service providers must allocatelarge budgets for parking barrier repairs and service calls. Commonfaults include malfunctioning card readers, vehicle sensors, guidesystems, motor systems, etc.

If the parking barrier is unmanned, the fault may go unrecognized by theservice provider for some length of time (especially if the barrierremains in the open position). Customers will enter or exit by thebarrier freely, and would be unlikely to report the malfunction. Thissituation results in a loss of revenue.

Alternatively, if the parking barrier is manned, the malfunctioning ofthe barrier may be observed very quickly. However, there is still adrawback. Typically, different repair service companies repair differentfaults. For example, a faulty parking card reader might be serviced by adifferent company than a faulty door actuator.

Unfortunately, when a parking barrier fails, the parking lot attendantusually lacks the technical expertise to determine the source of thefailure. Therefore, it is common to instruct the parking lot attendantto call all of the various service companies to ensure that operation ofthe parking barrier will be restored quickly. Of course, this is a wasteof resources, since one or more of the service companies responding tothe call will have no fault to repair, and will, nonetheless, bill theparking service provider for the service call.

Therefore, there exists a need in the art for a control system, whichwill automatically monitor and report the performance of variouscomponents of a parking barrier. Further, there is a need in the art fora control system that will diagnose the source of a parking barrierfailure to an individual sub-system(s) or component(s) so that only theproper serve company will be alerted. Further, there is a need for acontrol system which can disable certain defective components of aparking barrier, so that the parking barrier can continue to remainfunctional, although not fully functional. Further, there is a need fora control system which will periodically remind authorized personal thatdefective components have been disabled.

Another drawback concerns employee fraud. A common sensor employed inconjunction with a parking barrier is an embedded loop sensor. The loopsensor detects metal, presumably a vehicle passing by the barrier.Therefore, the barrier will remain open so long as metal (presumably,the vehicle) is proximate the barrier. Parking area attendants have beenknown to place a metal plate or plates over the loop sensor(s) so as totrick the system into thinking that a vehicle remains proximate to theparking barrier (e.g. a vehicle has stalled under the barrier).

The parking area attendant then vigilantly stands by the barrier, whichremains open. Each time a vehicle approaches the barrier, the attendantcollects the appropriate parking fee and allows the vehicle to pass bythe open barrier. The collected fees are pocketed by the attendant.

The theft is difficult to detect since conventional auditing systemssimply count the number of times the barrier is cycled (i.e. opened andclosed), in order to determine the anticipated parking revenues. Sincethe barrier remains opens as multiple vehicles pass, the parking fees,pocketed by the attendant, are not anticipated by the parking serviceprovider.

Another method employed by parking attendants to steal parking revenueinvolves card readers. Many parking area pay stations include a cardreader which accepts a date/time stamped parking card. Sometimes thecard reader “locks-up” or “freezes-up.” In other words, the softwareprogram stops, because the programming parameters arrive at a state in astate diagram which is undefined, due to erroneous parameters. Theprogram can not proceed. State diagram errors can be sporadic, and areoften due to bugs in the original program, noisy power supplies,interference, aging memory devices, etc.

Whenever a card reader “locks-up” or “freezes-up,” the card reader willno longer read data from a parking card. A conventional control systemrequires a manual reboot to return the card reader to an initial/startupstate, so that the card reader is again functional. To perform themanual reboot, a wire or wiring harness is momentarily unplugged, or areboot or reset switch is activated. As part of the initial/startupprocess, a pulse is sent to the barrier actuator causing the actuator toopen the barrier.

To defraud the parking service provider, the attendant will place an“out of order” sign over the card reader, and will ask the vehicleoperator to handover the date/time stamped card. The parking attendantwill collect a parking fee, and then press the reset switch causing thebarrier to open. The parking fee will be pocketed by the attendant andthe date/time stamped card will be disposed of. Again, the fraud will bedifficult to detect using conventional auditing systems, since theresetting of the card reader does not increment the cycle count for thebarrier, which is used to audit the fees collected by the attendant.

To prevent this type of fraud, many parking service providers do notprovide a manual reboot switch or access to the wiring harness, whichcan reset the card reader. However, this solution is problematic. If thecard reader locks-up, the attendant will be unable to reboot the cardreader. The attendant will have to wait until a service technician or amanager can arrive to perform the reboot process. This willinconvenience the parking customers if they are forced to wait, orresult in lost revenues if the parking customers are allowed to exitwithout paying. Therefore, there exists a need in the art for a controlsystem, which detects fraudulent activity by a parking attendant.

SUMMARY OF THE INVENTION

It is an object of the present invention to address one or more of thedrawbacks associated with the background art.

It is an object of the present invention to provide a control system,which can automatically detect an accident event, such as contactbetween a vehicle and a parking barrier.

It is an object of the present invention to provide a control system,which can automatically report an accident event concerning a parkingbarrier.

It is an object of the present invention to provide a control system,which can monitor, collect, store, and/or provide information concerningcircumstances existing prior to, during and/or after an accident event.

It is object of the present invention for the control system to monitor,collect, store, and/or provide information such as:

-   -   1. Video images of the parking barrier before, during and/or        after the accident event;    -   2. A movement direction, position, and/or movement speed of the        barrier, when the accident event occurred;    -   3. An estimated speed of the vehicle when the accident event        occurred;    -   4. Identification information concerning the vehicle or driver        which activated the parking barrier prior to the accident event;        and/or    -   5. Date and time information concerning the accident event.

It is an object of the present invention to provide a control systemthat can monitor a performance of various accessories relating to theoperation of a parking barrier, and determine and report any detectedfaults in the performance of the accessories.

It is an object of the present invention to provide a control systemthat can disable certain defective accessories, so that the operation ofthe barrier is restored to a functional state, albeit not a fullyfunctional state.

It is an object of the present invention to provide a control systemthat will remind authorized personnel, such as an attendant or a remoteservice facility, that certain defective accessories have been disabledand need to be repaired.

It is an object of the present invention to provide a control system,which can detect fraudulent activity by a parking area attendant

Other objects and further scope of applicability of the presentinvention will become apparent from the detailed description givenhereinafter. However, it should be understood that the detaileddescription and specific examples, while indicating preferredembodiments of the invention, are given by way of illustration only,since various changes and modifications within the spirit and scope ofthe invention will become apparent to those skilled in the art from thisdetailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description given hereinbelow and the accompanying drawingswhich are given by way of illustration only, and thus, are notlimitative of the present invention, and wherein:

FIG. 1 is a perspective view of an interior portion of a parkinggarage's entrance/exit area;

FIG. 2 is a perspective view of a customer terminal;

FIG. 3 is a cross-sectional view taken along line 3-3 in FIG. 1;

FIG. 4 is a perspective view of a parking lot's entrance/exit area;

FIG. 5 is a block diagram illustrating various component of a controlsystem of a parking area;

FIG. 6 is a flow chart illustrating a method of operation for thecontrol system of FIG. 5;

FIG. 7 is a perspective view, similar to FIG. 4, illustrating afraudulent manner of holding a parking barrier open; and

FIG. 8 is a flow chart illustrating additional method steps, which maybe employed in the method illustrated in FIG. 6.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 illustrates an interior view of a parking garage, in accordancewith the present invention. A first barrier 10 is provided for blockingan exit from the parking garage. A second barrier 20 is provided forblocking an entrance to the parking garage. A first actuator 14 isprovided for controlling movement of the first barrier 10. Likewise, asecond actuator 24 is provided for controlling movement of the secondbarrier 20.

When a customer's vehicle approaches the exit of the parking garage, thecustomer must stop at a customer acknowledgement device, such as a firstcustomer terminal 30. The first customer terminal 30 is provided on pole31, or similar structure, so that the first customer terminal 30 ispresented to a driver's window of the vehicle. As illustrated in FIG. 1,the parking garage is controlled by automated machinery, in the form ofthe first customer terminal 30 and a second customer terminal providedon the other side of the second barrier 20 (not shown in FIG. 1).

FIG. 2 illustrates the front face of the first customer terminal 30 orvirtual attendant, which is presented to the driver. The first customerterminal 30 includes a display screen 32, such as an LCD screen, aten-key touch pad 34, a plurality of function keys 36, and a card reader38. The first customer terminal 30 also includes a standard telephonehandset 40, and/or a speaker 42 and microphone 44, so that two-way voicecommunication may occur. Optionally, the first customer terminal mayinclude a video camera 46, so that visual images may be one-waycommunicated from the first customer terminal 30, or two-way imagecommunication may occur in conjunction with the display screen 32. Thesecond customer terminal would be of similar design.

As illustrated in FIG. 1, one or more vehicle acknowledgement devices,such as a vehicle presence detector, are provided in proximity to thefirst customer terminal 30. For example, a loop sensor 52 for sensingmetallic content may be embedded in the asphalt of the exit ramp.Alternatively, one could employ a weight-activated sensor. FIG. 1 alsoillustrates an electric eye system 54 for detecting the presence of avehicle, which may be employed in combination with, or instead of, theloop sensor 52.

A passing vehicle is detected by the electric eye system 54, when alight beam 56, such as an infra red light beam, is obstructed by thevehicle. The loop sensor 52, electric eye 54, and/or other vehiclepresence detector is located a predetermined distance from the firstbarrier 10. For example, in FIG. 1, the light beam 54 is located adistance “d” from the first barrier 10.

A first video camera 60 is mounted on a post 62 proximate the firstbarrier 10. The first video camera 60 is pointed in a direction tocapture an image of the first barrier 10 and an area upstream andadjacent to the first barrier 10. The first video camera 60 may becapable of capturing a single still image, or a time sequence of images.A similar second video camera (not shown in FIG. 1) is provided tocapture an image of the second barrier 20.

The first barrier 10 includes a first edge sensor 12 disposed on itsleading edge. The first edge sensor 12 may be continuously present alongthe entire leading edge of the first barrier 10 (as illustrated in FIG.1), or may be present over only a portion or portions of the leadingedge of the first barrier 10. A second edge sensor 22, like the firstedge sensor 12, is provided in a similar manner with respect to thesecond barrier 20.

FIG. 3 illustrates a cross-sectional view of the first edge sensor 12,taken along line 3-3 in FIG. 1. The first edge sensor 12 includes aflexible membrane 14 enclosing an elongated contact switch 16, or aplurality of contact switches 16. Pressure on the leading edge of thefirst barrier 10 causes the contact switch 16 to close.

Of course, other types of switches or sensors could be substituted forthe contact switch 16. For example, the flexible membrane 14 could befluid-filled and a pressure sensitive switch could then sense increasedfluid pressure caused by contact occurring at any point along the firstedge sensor 12. As another example, an electric eye may be provided tosend an infrared light beam through the flexible membrane 14, orimmediately in front of the leading edge of the first barrier 10, if noflexible membrane 14 were provided. By this arrangement, any obstacleimmediately in front of the leading edge of the closing first barrier 10will be automatically detected when the light beam is broken.

In FIG. 1, the first and second barriers 10, 20 are depicted asoverhead, rolling-type doors, however other types of barriers could beemployed. For example, FIG. 4 illustrates an outdoor parking area havinga third barrier 110 and a fourth barrier 120, in the form of crossingarms. The outdoor parking area also includes an attendant booth 74.

The attendant booth 74 allows the parking area to be manually managed bya parking lot attendant during peak usage hours. For example, a parkinglot attendant may be present from 7 am until 6 pm Monday through Friday,and absent at all other times. Inside the attendant booth 74, there aretwo push buttons 78 (see FIG. 5). Pressing the push button 78 associatedwith the third barrier 110 will cause the third barrier 110 to open andlater close. Further pressing the push button 78 associated with thefourth barrier 120 will cause the fourth barrier 120 to open and laterclose.

Also, in the attendant booth 74, there is provided mode switch 76. Themode switch 76 allows the attendant to select a mode of operation forthe parking area. In one mode, the opening of the barriers 110, 120 iscontrolled via the push buttons 78. In another mode of operation thebarriers 110, 120 stay open continuously. In yet another mode ofoperation, the parking area is controlled by the automated customerterminals 30.

A third camera 125 is provided to capture images of the third barrier110 and the area adjacent and upstream to the third barrier 110. Afourth camera 130 is provided to capture images of the fourth barrier120 and the area adjacent and upstream to the fourth barrier 120. Thestructural features concerning the vehicle detectors, such as theelectric eye system 54 and loop sensor 52, are similar in layout to thearrangement illustrated in FIG. 1.

FIG. 5 illustrates a block diagram of a control system for the presentinvention. FIG. 5 illustrates a controller 70, which manages theoperations associated with the first barrier 10. Of course, thecontroller 70 would also manage the operations associated with thesecond barrier 20 and second customer terminal, as well as otherbarriers, customer terminals, and attendant booths of the parking area.A memory 80, a modem 82 and a timer 71 are connected to, or formedintegrally with, the controller 70. The modem 82 allows the controller70 to communicate with a remote service facility 84.

The features of the first customer terminal 30 are connected to thecontroller 70 via hardwiring or a wireless connection. Further, thefirst actuator 14 for causing movement the first barrier 10 is connectedto the controller 70. The first edge sensor 12 and the first videocamera 60 are also connected to the controller 70. One or more vehicledetectors 72 (such as the electric eye system 54, the loop sensor 52, amotion sensor 51, and/or a weight sensor 53) are connected to thecontroller 70.

The attendant's booth 74 includes controls, which are manually operableby the attendant, such as the mode switch 76, the push buttons 78 and areset switch 73. The push buttons 78 are momentary switches, which ifpressed by the attendant, cause one of the barriers to cycle, i.e., openand close. The mode switch 76 is used to set the operation mode of theparking area. For example, when the mode switch 76 is in the “day” mode,the attendant controls the barriers by using the push buttons 78. Whenthe mode switch 76 is in the “free” mode, the barriers remain open, sothat vehicles may pass by freely. Alternatively, when the mode switch 76is in the “automated” mode, the automated features of the customerterminals 30 are used to control operation of the barriers. Thecontroller 70 will record the date and time when a particular mode wasselected and store this data in the memory 80.

As illustrated in FIG. 5, the connections between the controller 70 andthe various accessories concerning the operations of the barrier 10 aretwo-way connections. In other words, the controller can both send to,and receive signals from, the various accessories. In a preferredembodiment, the circuitry employed in the various accessories, such asthe electric eye 54, actuator 14, card reader 38, etc. includeself-diagnostic circuitry. The features of self-diagnostic circuitry areknown in the existing arts, and reference can be had to the existingarts to determine the various constructions and operations of suchself-diagnostic circuits.

During operation, the controller 70 will monitor the performance of thevarious accessories and determine whether the accessories arefunctioning properly. If a malfunction occurs during the operation ofone of the barriers attached to the controller 70, the controller 70will report the fault occurrence and identity of the faulty accessory tothe central service facility 84 via the modem 82. Alternatively or inaddition, the controller 70 could maintain a fault log in the memory 80,when a parking attendant enters a command via the keypad 34 on thecustomer terminal 30, the fault log could be displayed on the LCD screen32.

Sending fault data via the modem 82 provides a means by which theparking service company can be immediately informed of malfunctions in aparking barrier, so as to incur a minimal loss of parking revenue.Further, the parking service company will know the nature of the faultand will be able to dispatch only the necessary service personnel tocorrect the fault. Likewise, providing the display of the fault to aparking attendant on the premises, via the LCD screen 32, will enablethe parking attendant to call only the necessary service personal.

With reference to the flow chart of FIG. 6, an operational embodiment ofthe present invention will be described. For simplicity of illustration,the flow chart illustrates a sequence of operations concerning anaccident event logging and recording system for the first barrier 10. Ofcourse, in practice, the system would log and record accidents, whichoccur with any of the entrance or exit barriers of the parking area.

In step S100, the system is in a ready state. In the ready state, thefirst barrier 10 is blocking the exit of the parking garage. Thecontroller 70 awaits an interrupt signal. The interrupt signal indicatesthe presence of a vehicle. For example, one of the vehicle detectors 72senses a vehicle, or an input is received by the first customer terminal30. Once an interrupt signal is received, operation proceeds to stepS102.

In step S102, data is accepted from the first customer terminal 30. Forexample, the customer reads instructions from the display 32, and inputsa pass code via the keypad 34. Alternatively, the customer may swipe acredit card or parking pass through the card reader 38, or maycommunicate with a parking garage attendant or the remote servicefacility 84 via the microphone 44 and speaker 42.

Based upon the data received in step S102, in step S104, the controllerwill analyze the input data, and/or any data received from the parkinggarage attendant or remote service facility 84, and determine whetherthe data is sufficient. If the data is insufficient, processing goes tostep S106. In step S106, the parking garage attendant is called toassist the customer, or the customer is directed to return the parkinggarage and seek the assistance of a parking garage attendant. Then, thesystem returns to the wait state of step S100.

If the data in step S104 is sufficient, processing proceeds to stepS108. In step S108, the controller 70 begins to receive video imagesfrom the video camera 60. Next, processing goes to step S110 where thecontroller sends a signal to the first actuator 14 indicating that thefirst barrier 10 should start opening.

Next, in step S112, the controller monitors the outputs of the vehicledetector 72 to determine when the vehicle reaches the predetermineddistance d to the first barrier 10. Once the vehicle reaches thepredetermined distance d to the first barrier 10, a “timer 1” of thetimer 71 is started in step S114.

Next, in step S116, the controller samples the vehicle detectors 72 todetermine whether or not the vehicle has completely exited the parkinggarage. If the vehicle detectors 72 indicate that the vehicle has notyet completely exited the parking garage, the controller 70 checks tosee if the first edge sensor 12 has detected contact between thecustomer's vehicle and the leading edge of the first barrier 10 (stepS118).

If the vehicle has completely exited the garage in step S116, processingproceeds to steps S120 and S122. In step S120, the first barrier isclosed, and in step S122, the timer is reset and the video images areerased, or flagged to be overwritten. Next, processing returns to stepS100.

If contact is sensed in step S118 via an edge sensor or electric eye inthe plane of the door, processing proceeds to step S124. In step S124,the timer 1 is stopped and the timer 1 value is stored in the memory 80.Next, in step S125, a position of the first barrier and movementdirection of the first barrier, when the first barrier was hit, aredetermined. This may be accomplished by providing encoding marks on ashaft, which rotates in a first direction as the first barrier 10 isopening, and which rotates in a second, opposite direction as the firstbarrier 10 is closing.

The encoding marks on the rotating shaft can be read and counted by anencoding reader to determine the position of the first barrier 10, thedirection of movement of the first barrier 10, and even the speed ofmovement of the first barrier 10. Encoders for determining the rotationsposition, direction, and speed of a rotating shafts, are known in theart outside of parking garage and fire door actuators, such as in theservo control systems art.

Next, in step S126, the parking attendant is notified about the physicalcontact between the vehicle and the first barrier 10. Next, in stepS128, the video images recorded by the video camera 60 and informationconcerning the vehicle/driver that actuated the barrier (e.g., parkingcard number, credit card number, etc. as provided to the customerterminal 30) are stored in the memory 80.

Of course, whenever the contact sensor 12 senses contact to the firstbarrier 10, movement of the first barrier 10 is stopped. Stopping thefirst barrier 10 could be accomplished by a brake, as disclosed inco-pending application Ser. No. 09/644,901. Alternatively, the actuator14 could be signaled to stop the first barrier 10, and then to open thefirst barrier 10. In either event, further damage to the vehicle and/orfirst barrier 10 will be minimized.

In order to simplify the flow chart of FIG. 6, only the control stepsconcerning the first barrier 10 are discussed. In practice, thecontroller 70 would simultaneously control and monitor the operation ofthe second barrier 20, and could also control any other barriers of theparking garage. A like controller 70 would be used to control andmonitor the third and fourth barriers 110, 120 of the parking lot ofFIG. 4, and any other barriers used at the parking lot of FIG. 4. It isintended that the remote service facility 84 would service manycontrollers 70 located at many parking garages and/or lots.

The operational method depicted in FIG. 6 is only one possibleembodiment of the present invention. The operational method may bemodified in many ways. The order of the steps could be altered. Forexample, steps S124, S125, S126 and S128 could occur in reverse order,or in any other order, such as S125, S128, S124, and then S126.

The control method depicted in the flow chart of FIG. 6 may be modifiedin many other ways, while remaining within the spirit of the presentinvention and scope of the attached claims. For example, step S122 couldbe optional. Under some circumstances, it may be desirable to storevideo images of the activities relating to a parking entrance or parkingexit indefinitely, or for some length of time regardless of whether ornot an accident event occurred.

Of course, the sampling of the vehicle detectors 72 (step S116) and thefirst edge sensor 12 (step S118) could be carried out simultaneously, orin a nearly simultaneous manner perhaps in milliseconds. Therefore, thecontroller 70 would be simultaneously monitoring for the vehicle to exitand for any contact between the vehicle and the first barrier 10.

FIG. 6 indicates that the control system stops after the data concerningthe accident has been recorded. Presumably, the parking garage attendantwould inspect the first barrier 10, and if appropriate, reset the systemto start at step S100, if the first barrier were still functional.

Steps S124 and S128 indicate that the timer value and video images arestored in memory 80. Alternatively, the timer value and/or the videoimages could be transmitted via modem 82 to the remote service facility84 to be viewed, stored and/or processed.

The time stored in step S124 represents the time it took for the vehicleto travel the known, predetermined distance “d” prior to striking thefirst barrier 10. Therefore, the stored time can be used to calculate anestimated speed of the vehicle, as the vehicle approached the firstbarrier 10.

By the present invention, it is possible to generate an accident logrelating to an accident event when a customer's vehicle contacts aparking barrier. The accident log can include data relating to theaccident event. The data may include video images of the barrier before,during and after the accident. Further, the data may include thedirection of travel of the barrier (e.g., was the barrier going up ordown when the contact occurred), the speed of movement of the barrier,and the exact elevation of the barrier when contact was initially made.Moreover, the data can include identification and timing informationconcerning the vehicle which contacted the barrier, such as the date andtime of day when the accident occurred, the parking pass number orbilling information that the customer entered into the customer terminaljust prior to contacting the barrier, and an estimated speed of thevehicle when contact was made with the barrier.

The accident event log is a valuable asset to the parking areamanagement company. Such a log may be useful as evidence to establishand/or rebut claims of property damage, personal injury, negligence,etc.

Now, with reference to FIG. 7, an operation of the attendant fraudprevention characteristics of the present invention will be disclosed.FIG. 7 is similar to FIG. 4, except a metal plate M has been placed overthe loop sensor 52 associated with the exit of the parking lot by amischievous parking attendant. The metal plate M will cause the loopsensor 52 to report the presence of a large metal object proximate thebarrier 110. The control system will assume that the metal object is avehicle, and will hold the barrier 110 in its open state to preventcontact between the barrier 110 and the vehicle.

With the barrier staying open, the attendant will collect a parking feefrom a customer and allow the customer to exit the parking area. Afterpaying, the customer drives over the metal plate. Usually, the customerfails to see the plate, or simply believes the plate is covering a holein the exit ramp where some repair work is needed. Therefore, from thecustomer's perspective, he has paid the appropriate fee and all is well.In point of fact, all is not well. The attendant has pocketed theparking fee, i.e., the attendant has stolen money from the parkingmanagement company.

Unfortunately, conventional control systems would not detect thefraudulent activity of the attendant. In a convention control system,the cycles of the barrier (e.g. the number of times a barrier is openedand then closed) are counted. At the end of the accounting period (e.g.shift change, or end of the day), the funds collected by the attendantare compared to the cycle count. Pocketed fees will result ininsufficient collected funds. With the metal plate scam, the barrierdoes not cycle with each passing vehicle. Therefore, the pocketed feesare not detected by the audit.

By the present invention, the controller 70 is connected to, orincludes, the timer 71 (See FIG. 4). The timer 71 starts a “timer 2”when the loop sensor 52 senses a large metal object. The timer 71 stopsand resets the “timer 2” when the loop sensor 52 no longer senses thelarge metal object. If timer 2's value exceeds a predetermined thresholdvalue (e.g., 40 seconds), a flag is set. The flag indicates that anabnormal condition exists. For example, a vehicle has stalled under ornear the barrier, the loop sensor 52 has failed, or someone has placed alarge metal object over the loop sensor 52.

FIG. 8 is a flow chart illustrating an embodiment of a control methodfor the above system. The steps in FIG. 8 could replace the method stepsS116 and S118 in FIG. 6. Of course, other method steps could be employedto ascertain whether or not the loop sensor 52 is activated for anexcessive span of time.

In FIG. 8, after step S114 of FIG. 6, processing proceeds to step S202.In step S202 a “timer 2” is started by the timer 71. Next, in step S204,the controller 70 checks to see if the first edge sensor 12, or anelectric eye, has detected contact between the customer's vehicle andthe leading edge of the first barrier 10 (the step S204 is the same asstep S118 in FIG. 6).

If contact is sensed in step S204, processing proceeds to step S124, andcontinues in accordance with FIG. 6. If contact is not sensed in stepS204, processing proceeds to step S206. In step S206, the controller 70checks the output of the loop sensor 52. If a sufficiently strong signalis sensed, a relatively large quantity of metal is proximate the firstbarrier 10. Normally, this would mean that a vehicle is present. If aweak signal, or no signal, is sensed, little or no metal is proximatethe first barrier 10. Normally, this would mean that the vehicle hasleft the proximity of the first barrier 10.

If in step S206, the controller 70 concludes that the vehicle has exitedthe proximity of the first barrier 10, processing proceeds to step S210.In step S210, the controller resets timer 2, and subsequently sends asignal to the activator 14 to close the first barrier 10 in step S120.Processing then proceeds in accordance with the flow chart of FIG. 6.

If in step S206, the controller 70 concludes that the vehicle is stillproximate the first barrier 10, the first barrier 10 remains open andprocessing passes to step S208. In step S208, the controller 70 checkstimer 2 and compares its value to a threshold value. If the thresholdvalue is not exceeded, processing returns, or loops, to step S204.

If the threshold value is exceeded in step S208 the loop sensor 52 hasbeen tripped for an excessive time period. The threshold value may beset at thirty seconds, one minute, or some other appropriate time, whichwould normally give plenty of time for a person to drive past theparking barrier. Once the threshold value is exceeded, processing goesto step S212. In step S212, an alert signal is sent to the remoteservice facility 84. The alert signal indicates that an abnormal eventhas occurred in that the loop sensor 52 has remained tripped for anexcessive time period.

In FIG. 8, the alert signal is first sent to the remote service facility84, after the loop sensor 52 is tripped for the excessive period oftime. Further, the alert signal is repeatedly sent to the centralservice facility 84 until the loop sensor 52 is no longer tripped. Ofcourse, this process could be modified, such that an alert signal issent periodically, perhaps in five-minute intervals. Further, the alertsignal could be accompanied by timer 2's value, indicated a runningtotal time that the loop sensor 52 is tripped.

The remote service facility 84 will monitor the number of times a daythat the loop sensor 52 is tripped for an excessive time period, andalso will monitor how long the loop sensor 52 is tripped during each ofthose time periods. The remote service facility 84 can handle thesituation in many ways, such as activating the camera 60 to view thefirst barrier 10; dispatching a security guard to the first barrier 10to see if fraud is being committed by the attendant; dispatching aservice person to the first barrier 10 to correct the problem; orcalling the on-duty attendant to inquire about the problem.

Cumulative data concerning the loop sensor 52 or other accessories canbe stored in the memory 80 connected to the controller 70, or in amemory connected to the remote service facility 84. The cumulative datamay include the occurrence date and time when the activation period ofthe loop sensor 52 exceeded the threshold value, and the length ofexcessive time for each occurrence. Such cumulative data could beaccessed on site or remotely via the modem 82. The data may prove usefulin determining if a loop sensor 52 failure occurs more often when acertain employee is on duty, and may indicate that a different or newtechnique of defrauding the auditing system of the controller 70 hasbeen developed and should be investigated.

Now, with reference to FIG. 5, another operation of the attendant fraudprevention characteristic of the present invention will be disclosed.The reset switch 73, connected to the controller 70, is located in theattendant's booth 74. Alternatively, the reset switch 73 could belocated behind of a locking panel 33 of the customer terminal 30, whichis only accessible by attendant, service personnel and/or a manager (seeFIG. 2). The reset switch 73 is preferably a momentary switch that isactivated by the attendant pressing the switch. Alternatively, the resetswitch 73 could be a solenoid, which is closed by the controller 70, ifan appropriate code is punched into the key pad 34, or which is closedin response to a signal from the remote service facility 84 (i.e. aremote reboot signal).

The present invention may also include an automatic reboot feature. Thecontroller 70 will monitor an output signal of the card reader 38. Ifthe output signal length surpasses a threshold time (e.g. threeseconds), the controller 70 will send a reboot signal to the resetswitch 73 causing an automatic reboot. The controller 70 will block ornot send, any reset signal or pulse to an actuator of a barrier thatwould normally open the barrier. Further, the controller 70 will log thesequence of events into a maintenance log.

In the conventional control systems, resetting a card reader caused allof the systems to reset, such that a pulse was sent to the actuator ofthe barrier, causing the barrier to open. A dishonest parking attendantcould collect parking fees from parking customers and press the resetbutton to open the barrier. The fraud was difficult to detect becausethe conventional parking control system's auditing program did not countbarrier openings due to reset commands.

By the present invention, if the card reader 38 locks-up, the cardreader can be reset by the attendant or remote service facility 84 orautomatically, without resetting unrelated sub-systems (components andsoftware) of the control system, and hence without opening the firstbarrier 10. This will prevent a dishonest attendant, from bypassing theauditing system by letting paying vehicles past the first barrier 10simply by pressing the reset switch 73.

The remote service facility 84 may activate the camera 60 to view thecard reader, and ascertain if any fraudulent activity or foul play isafoot. Further, the control system of the present invention logs thenumber of times that the reset switch 73 is activated. The logged datamay be later retrieved, either on site or remotely via modem, todetermined if the card reader 38 is malfunctioning frequently and needsto be serviced. Further, the date and time of the resets may be recordedto determine if a certain employee is resetting the card readerexcessively. If so, further investigation may be needed to see if a newscheme to defraud the auditing system has been developed.

As demonstrated by the disclosure above, the control system of thepresent invention provides an intelligent or smart system, dubbed“SMARTDOOR™”, for controlling various parameters of a parking area'svarious barriers. The control system is completely interactive with theremote service facility 84, via a cellular phone connection, Internetconnection, etc. The remote service facility 84 can “call-up” thecontroller 70 and change the programming, suspend the programming, oralter operational parameters.

As examples, the remote service facility 84 could lock the first barrier10 into an open position (free parking), or lock the first barrier 10into a closed position (security lockdown to lock in a stolen vehicle).The remote service facility 84 could reprogram threshold values. Forinstance, the excessive value judged in step S208 in FIG. 8 could bechanged to forty-five seconds or one hundred seconds, or the card reader38 may be reset twice in twenty-four hours before an alert signal issent to the remote service facility 84.

The ability to remotely reprogram is particularly advantageous when acomponent of a sub-system fails. For example, if the contact sensor 12fails (e.g. constantly indicates that the leading edge of the firstbarrier 10 is contacting something), the control system would normalleave the first barrier 10 open until the fault is corrected. By thepresent invention, the control system would report the faulty equipmentto the remote service facility 84, and the remote service facility 84would have the option to temporarily reprogram the controller 70 toignore the contact sensor 12. After all, the contact sensor 12 is anadded safety feature, not a required safety feature. This would allowthe first barrier 10 to return to a functional state, albeit not acompletely functional state.

As another example, if the card reader 38 locks-up, the attendant canpress the reset switch 73. Alternatively, the remote service facility 84can remotely cause a reset of the card reader 38. Assuming that thereset of the card reader 38 fails, the remote service facility 84 canreprogram the controller 71 to lock the first barrier 10 open, so thatvehicle can exit freely until the card reader 38 is repaired.

Unfortunately, leaving the first barrier 10 locked open can be asecurity concern, particularly in a parking garage. Therefore, in apreferred embodiment, the first barrier 10 would be normally closed, anda message would be presented on the display 32 of the customer terminal30 stating that the card reader 38 needs repair and instructing thefirst customer that the first barrier 10 will automatically open whenthe vehicle proceeds forward. Then, the electric eye system 54 or loopsensor 52 could be used to sense the approach of the vehicle. When thevehicle is sensed, the first barrier 10 would be opened.

Of course the remote reprogramming which is possible via the remoteservice facility 84, could also be possible on site, via the firstcustomer terminal 30. For example, if an appropriate security code isentered via the key pad 34, a system programming menu could be presentedon the display 32. The system programming menu is preferably a windowstype program, which allows the system parameters and functions to beeasily adjusted, reset, overridden, disabled, etc.

One drawback of allowing the remote, or on site, modification of thesystem programming is that certain malfunctioning features of thebarrier may be overridden and then forgotten. This is particularly aconcern with safety features, such as the contact sensor 12. Therefore,the control system of the present invention may include a timed,default-restart subroutine. In other words, whenever a predeterminedperiod of time elapses (e.g., twenty-four hours), the control systemwill revert back to the factory parameters and software. For example, ifa fault occurred with the contact sensor 12, and the contact sensor 12was disabled, after some period of time, the system would reset to theoriginal parameters.

The contact sensor 12 would, of course, still be faulty. Therefore, asignal would again be sent to the remote service facility 84 indicatingthe faulty contact sensor 12. By this arrangement, the control systemautomatically reminds the remote service facility 84, and eliminates theproblem of forgetting about faulty, disabled equipment.

In the description and claims, the terms “barrier,” “door” or “gate” arebroad terms, and should be interpreted to cover any structure used toblock entrance, exit, access, and/or view through any type of portal,throughway, or frame. In other words, the terms should encompasses suchstructures as: a pivoting or sliding solid single panel structure (e.g.,a building's front door); a roll-up structure (e.g., a fire door orstandard overhead rolling door commonly used in warehouses, loadingdocks, and at entrances and exits of some indoor parking garages); agate (e.g., commonly employed at outdoor parking lot's entrances/exitsand railroad crossings); a security grill, such as an open mesh-typebarrier which allows an air flow to pass freely, yet obstructs access(e.g., as used to lockup customer service counters, and atentrance/exits of some indoor parking garages); or any other type ofbarriers, such as a slide gates, barrier arms, swing gates, rollingdoors and grills and security barriers.

In this application, the various forms of the words “connect,”“communicate” or “transmit” are intended to encompass all known forms ofsignal connection or communication. For example, hardwired, wirelessregardless of frequency, optical, infrared, analog, digital, via theinternet, etc. Further, the term “modem” is intended to encompass anydevice facilitating a “communication,” as defined above.

The invention being thus described, it will be obvious that the same maybe varied in many ways. Such variations are not to be regarded as adeparture from the spirit and scope of the invention, and all suchmodifications as would be obvious to one skilled in the art are intendedto be included within the scope of the following claims.

1. A combination comprising: a barrier for blocking an entrance or exitof a parking area; an actuator connected to said barrier for moving saidbarrier; a plurality of sensors for sensing parameters associated withactuation of said barrier or events in the environment around saidbarrier; a controller connected to said actuator and said plurality ofsensors; a memory connected to said controller; a timer connected tosaid controller, wherein said timer outputs a present date and time ofday to said controller, wherein indications of events sensed by saidplurality of sensors are time stamped with a date and time of day, asoutput by said timer, and wherein the combination of said indication andsaid time stamp are stored in a current event log in said memory to belater retrieved by an operator; and a customer or vehicleacknowledgement device connected to said controller, wherein when acustomer or vehicle is acknowledged, said controller causes saidactuator to move said barrier.
 2. The combination according to claim 1,wherein said plurality of sensors includes a contact sensor attached toa leading edge of said barrier, wherein contact between an obstacle andsaid contact sensor is detected by said contact sensor, time stamped andstored in the current event log.
 3. The combination according to claim1, wherein said plurality of sensors includes at least one vehiclepresence detector selected from the group consisting of an electric eye,a metal detector, a motion sensor and a weight sensor, and whereinactivation of said at least one vehicle presence detector is timestamped and stored in the current event log.
 4. The combinationaccording to claim 3, wherein deactivation of said at least one vehiclepresence detector is time stamped and stored in the current event log.5. The combination according to claim 1, wherein said plurality ofsensors includes a sensor to determine a position of said barrier,wherein the position of said barrier, at a moment when contact betweenan obstacle and said barrier is detected, is time stamped and stored inthe current event log.
 6. The combination according to claim 5, whereinthe movement direction and speed of movement of said barrier, at amoment when contact between the obstacle and said barrier is detected,is time stamped and stored in the current event log.
 7. The combinationaccording to claim 1, wherein identification information as received bysaid customer or vehicle acknowledgement device is time stamped andstored in the current event log.
 8. The combination according to claim1, further comprising a manual push button connected to said controller,wherein activation of said manual push button causes said barrier toopen, and wherein activation of said manual push button is an eventwhich is time stamped and stored in the current event log.
 9. Thecombination according to claim 1, further comprising a mode switchconnected to said controller for selecting one of plural modes ofoperation for the parking area, wherein changing of a mode of operationis an event which is time stamped and stored in the current event logalong with an identification of the mode selected.
 10. The combinationaccording to claim 1, further comprising a reset switch connected tosaid controller for resetting the controller or an accessory connectedto said controller in the event of a malfunction, wherein activation ofsaid reset switch is an event which is time stamped and stored in thecurrent event log.
 11. The combination according to claim 10, whereinsaid accessory includes a card reader, and wherein said card reader isreset by activating said reset switch.
 12. The combination according toclaim 11, wherein said barrier is not opened in response to activatingsaid reset switch.
 13. The combination according to claim 10, whereinsaid accessory connected to said controller includes self-diagnosticcircuitry for monitoring a performance of said accessory, and whereinfaults in the performance of said accessory are reported to saidcontroller as an event which is time stamped and stored in the currentevent log.
 14. The combination according to claim 1, further comprising:a video camera for viewing an image or images of an area including saidbarrier, wherein said video camera is connected to said controller,wherein the image or images are stored in said memory, wherein the imageor images are taken some time between the initial acknowledgement of thecustomer/vehicle and a time when the customer/vehicle's presence is nolonger sensed, at a predetermined time after the customer/vehicle'spresence is no longer sensed, when said barrier has closed, or at a timerelated to closing of said barrier.
 15. The combination according toclaim 14, wherein a stored video image or images are overwritten with asubsequent video image or images after some period of time, unless anabnormal event is sensed by said controller.
 16. The combinationaccording to claim 1, wherein the current event log is overwritten aftersome period of time, unless an abnormal event is sensed by saidcontroller.
 17. The combination according to claim 1, wherein saidmemory is present in a remote location and is connected to saidcontroller via a modem.
 18. The combination according to claim 1,further comprising: a modem connected to said controller, wherein datamay be transmitted from said memory to a remote location.
 19. Thecombination according to claim 18, further including an input at saidcontroller for receiving a signal for changing a mode of operation forthe parking area by an action taken at the remote location, and one ormore accessories connected to said controller to be activated ordeactivated by an action taken at the remote location.
 20. Thecombination according to claim 1, wherein said plurality of sensorsincludes at least one vehicle presence detector and wherein activationof said at least one vehicle presence detector longer than apredetermined time will be deemed an abnormal event which is timestamped and stored in the current event log.